Brake for vehicles.



3 Sheets-Sheet 3.

Patented Apr. 2,` |90I.`

A. G. CARLSUN.

BRAKE FUR VEHICLES.

(Apphcatxon led May 19 1899 Witwe-ooe@ (No Model.)

rra Arns ADOLPII G. CARLSON, OF CHICAGO, ILLINOIS.

BRAKE FOR VEHICLES.

SPECIFICATION forming part of Letters Patent No. 670,948. dated Apr12, 1901.

Application tiled May 19, 1899. Serial No. 717,400. (No modell To f/Z wtont t may concern:

Be it known that I, ADoLPH G. CARLSON, a citizen of the United States, residing at Ohicago,in thecounty of Cook and State of Illinois, have invented a certain new and useful Improvement in Brakes for Vehicles, of which the following is a specification.

My invention relates to brakes for vehicles, and has for its object to provide a new and improved brake for this purpose, of which the following is a description, reference being had to the accom pau ying drawings,wherein- Figure l is a diagrammatic View showing a brake mechanism embodying my invention in position upon the car, the parts of the car being shown in dotted lines. Fig. 2 is a section on line 2 2, Fig. l, with parts omitted. Fig. 3 is an enlarged view, in part section, showing the construction of the frictional engaging parts ot the brake. Fig. et is a diagrammatic View of the connections when several cars are used in a train. Fig. 5 is a sectional View of the controlling-Valve mechanism by which the admission ofthe fluid which operates the brakes is controlled. Fig. 6 is a diagrammatic View showing the pumping device used in connection with the brake.

Like letters refer to like parts throughout the several figures.

The brake mechanism herein shown is particularly adapted Vfor a system wherein each car has its own independent brake mechanism which can be controlled from either end or platform, the arrangement being such that when several cars are connected together in the train the brake mechanism on each car can either be controlled independently or they can all be actuated or controlled simultaneously from any one of the cars.

Referring now to Fig. l, I have shown a general plan wherein the relation and position of the several parts associated with one car are indicated diagram matically. In this View the engaging parts A ot' the brake, by means of which the braking effect is directly produced, are associated with the axles of the car. The construction of these engaging parts is shown in Fig 3. In this ligure a fixed part A' on the axle is interposed between suitable engaging parts orshoes A3 A4. 'Fliese brake-shoes are mounted upon suitable supports A5 A6, which are supported upon the part A7 on the car. The brake-shoe A3 is made separable from the support A5 in order that it may be easily replaced when worn. 'lhe brake-shoe A4 is movably mounted upon the support A, and a receptacle A8, preferably ii exible,is interposed between said brake-y shoe and the support. This receptacle may be ofany form and construction, and, here- 6o in shown, consists of an annular bag mounted in a suitable receiving-opening in the support A61 The rods A, carrying springs A12, pass through the shoe A4 and supports A5 A6. A

suitable admissionbpening A9 is associated 65 with the receptacle AB, so that the air or other fluid may be admitted thereto. This admission-opening is connected by a suitable pipe A10 with the controlling-valve B on the car.

I have shown the car as being provided with 7o two sets of brake-slices or engaging parts; but it is of course evident that any desired number may be used, depending upon the construction and the conditions to be met. This controlling-valve is connected with a tank O, containing the fluid used, which tank is supplied by means of an electrically-operated pumping device D, controlled by a suitable switch device D. An automatic cutout device D2 is associated with the pump and 8o tank, so as to make the operation of the pump dependent upon the pressure in the tank.

I have shown in detail the construction of the pumping device D in Fig. 6. In con` structing the pumping device I provide two solenoids E F, which act as the cylinders of the pump. These solenoids are contained within the iron casings E, and there is preferably left an air-space between the coils of the solenoids and said casing, said casing be- 9o ing also provided with holes E9, so as to permit a circulation of air, and thus prevent excessive heating of the coils. A plunger Ezis adapted to reciprocate within the solenoids, said plunger being provided with contacts, by which the circuits through the solenoids are varied. Each plunger is formed so as to tightly lit the opening in the solenoid. This result may be obtained by providing the ends of the plunger with the packingfrings` E3. Each solenoid is provided with suitable valve mechanism, so that the air may be admitted thereto and then forced into the tank O. As herein illustrated the solenoid is provided with an inlet E4 and an outlet E5, controlled by suitable valves E6 E7. The outlets E5 are connected with the tank C. The two parts of the plunger are insulated from each other at E2. The solenoids are connected by conductor G with the source of electric supply. In the accompanying drawings the conductor G is connected with the trolley-wheel. The coils of the solenoids are also connected with the contacts G' G2 by conductors G2 G4. Associated with the contacts G' G2 are the contacts G5 and G6, connected by conductor G7. Conductor G8 is connected to conductor G7 and leads to the motors G2. Associated with the contacts G G2, dre., is a movable part H, adapted to engage the contacts G2 and G5 or the contacts G and G6 and complete the circuit between them. The ends of this movable part are insulated from each other, and the part is operated by means of a solenoid consisting ot' the two coils Hl H2, both of which are connected to conductor G7. The coil H is connected by conductor H3 with the contact H4, While the coil H2 is connected by conductor-H5 with the contact H6. Conductor H7 is provided with contacts I-I8 H9 in proximity to contacts H4 and H5. A contact-arm H is associated with the plunger E2 and is adapted to be moved to alternately complete the circuit between contacts H4 and H8 and H6 and H2. The result of this arrangement is that the movable part H is moved when the device is in circuit so as to alternately conneet the solenoids E and E in circuit, and thus cause the plunger E2 to reciprocate, so as to force air into the tank C. The pump is preferably provided with an automatic cutout, which renders it inoperative after the pressure in the tank C reaches a predetermined amount. This automatic cut-out may be of any desired construction. As herein shown it consists of the movable part I, provided with the contact-arm I', adapted to short-circuit the contacts I2 I3 when the pressure in the tank reaches a predetermined amount. This result may be obtained in any desired manner. As herein shown a fixed part I4 is mounted vupon the car in any suitable manner, and a spring I5 is interposed betweenl it and the movable part I. A diaphragm I6 is associated with the fixed part I4 and is also connected with the movable part I. A tube I7 is connected with the tank C and admits air into the space between the diaphragm I6 and the xed part I4. The parts are properly adjusted, so that when the pressure in the tank has reached the desired amou nt the movable part I will be moved, so as to shortcircuit the contacts I2 and I3. The spring` I5 again moves the movable part I upward, when the pressure is reduced so as to break the circuit. Attached to the part I is an engaging piece I8, opposed to the spring-actuated dog J. This dog is mounted in a suitable ixed part J and is pushed outwardly by the spring J2. The dog is also provided with the engaging face J5, adapted to engage the 'end of the plunger J4, associatedwith the solenoid J5. This plunger is also provided with the two engaging faces J6 and J7 and the spring J8, 'which tends to force it toward the dog. The plunger J4 passes through the solenoid J5 and is provided at its ends with suitable contacts adapted to complete the circuit between the contact K, connected by conductor K2 with the trolley-wheel, and the contact K connected with conductor G7. The solenoid is connected to the conductor K2 and to the contact I2, while the contact I3 is connected with the conductor G7. Normally the plunger J4 isv in the position shown in full lines in Eig, 6, the circuit between the contacts K and K being broken. When the pressure in the tank exceeds a predetermined amount, the circuit is completed through the solenoid J5, and the plunger is moved so as to shortcircuit the contacts K and K', and thus shortcircuit the pump. When the pressure falls below a predetermined amount, the dog J is moved to release the plunger J4 and the circuit again broken.

I have shown in Fig. 5 the construction of the controlling-valve B. This valve consists of two solenoids B'B2, provided with suitable plungers B3, connected to the sliding valve B4. The sliding valve is provided with the ports B5 B6, which coperate with the admission-port B7 and the exhaust-port B8, the admission-port B7 leading to the brake mechanism and the exhaust-port BS leading tothe atmosphere. The casing in which the valve mechanisml is contained is connected with the tank C by means of the pipe B2. The solenoids are adapted to be connected in circuit, so that the current may be passed therethrough. The solenoids when energized act upon the plungers B3 and move the valve B4. When the valve is in the position shown in full lines in Fig. 5, the admission-port and exhaust-port are connected together, so as to permit the air to exhaust from the brake mechanism. Whenl the current is admitted to the solenoid B', the valve is moved so as to close both the exhaust and admission ports. When the current is admitted to the solenoid B2, the valve is further moved to connect the admission-port with the tank C, so as to admit air to the brake mechanism. Associated with one of the plungers B3 is a coiled spring S, which is compressed when the valve is moved by the solenoids. When the current through the solenoids is broken, this spring moves the valve back to the position shown in full lines, thus permitting the air to be ex hausted from the brake mechanism. The solenoids are connected in circuit by means of conductors L L L2. I prefer to provide a suitable switch M, located between the controlling-valve B and the source of electric supply, adapted to automatically connect the valve B with a suitable reserve battery or the like in case the current ceases to iiow through the main line, thus preventing such an accident from rendering the brakes inoperative.

IOO

IIO

Referring to Fig. l, this controlling-switch consists of the contact-arm M', adapted to complete the circuit between contacts M2 M6 and contacts M'l M5. This contact-arm is operated by the solenoid M6, so as to complete the circuit between said contacts. A spring M7 moves the contact-arm in the opposite direction, so as to complete the circuit between contacts M8. The contact Ms is connected with conductor L, leading to the valve B. The contact M2 is connected to conductor N, leading to the solenoid M6 and the resistance N'. The contact M4 is connected with the ground, and the contact M5 is connected with conductor N2, which is in turn connected to conductor N3 at one end and to one of the contacts M8 at the other end. The other contact M8 is connected by conductor N4 with one pole of the battery N5, the other pole being connected to conductor L'. The solenoid M6 is connected by conductor N6 with the ground. The resistance N is connected by conductor N7 with the trolley-wheel. Condnctor L of the controlling-valve is connected with conductor N8, while conductor L2 is connected with conductor N9. The conductors NS and N6 are connected to suitable contacts O Ol at each end of the car, while the conductor Nsis connected with a movable arm O2 at each end of the car, adapted to engage the contacts O and O. This arrangement permits the brake mechanism to be controlled from either end of the car.

Referring now to Fig. t, I have shown diagrammatically the connections and circuits for a train consisting of aseries of cars,the connections being so arranged that all the brake mechanisms can be operated from either end ot' either car. This construction shows the mechanisms on the several cars, the mechanism of each car being connected with the conductors N7, N3, N6, and N9, said conductors extending the length of the train.

l/Vhen the receptacle A6, by means of which the brakes are directly set, is made of material that will be affected by heat I provide an insulating-strip T, said insulating-strip being interposed between the receptacle and the brake-shoe A4, as illust-rated in Fig. 3.

I have described in detail particular constructions embodying' my invention, and I have shown these constructions in a diagrammatic manner in order to make my invention clear; but itis of course evident that other constructions may be used and that some of the parts may be omitted and others used with parts not herein shown without departing from the spirit ot' myinvention. I therefore do not wish to be limited to the constructions shown.

The use and operation of my invention are as tollows: It' when the tank C is filled with air and the parts are arranged as shown in Fig. l it is desired to stop the car, the movable arm O2 at either end ot' the car is moved so as to make `contact with the contact 0. AIl? now the trolley-wheel is in contact with the i trolley-wire, a circuit will be completed which will be traced as follows: from the trolley alongconductorNTtotheresistanceN,thence by cond uctor N to contact M'f". The current will here divide, and a portion of it will pass through the solenoid M6 and thence to the ground and energize said solenoid, so as to connect the contacts M2 M3 and M4 M6. The current then passes from contact M2 to M6, thence by wire L to the controlling-valve B, thence through solenoid B' of said controlling-valve, thence by conductor L to conductor N6, thence through contact O, arm O2, conductor N6, conductor N2, and contacts M5 M4 to the ground. The solenoid B' is then energized and acts upon the plunger B3, so as to move the valve B4 in the direction of the arrow. This first movement of the valve is not sutlicient to connect the port B6 with the admission-port B7, but disconnects said ad mission-port from the port. B5. If the arm O2 is now moved to the contact O', the circuit will be traced, as before, up to the valve B. The solenoid B2 is now in circuit, and the current passes from said solenoid through conductor L2, conductor N6, contact O, and arm O2 to conductor N6, from whence it passes to the ground, as before described. The solenoid B2 being now energized acts upon the plungers B6 and moves the valve so asto connect the ports at B6 and B7, thus admitting air to the receptacle A6. The pressure of the air in this receptacle moves the brakeshoe A4 into contact with the fixed part A on the aXle. At the same time thc snpport A6 is moved outwardly, and as it is connected by the rods A11 with the support A5 said latter support is moved so as to bring the brake-slice A3 into contact with the ixed part A. The action ot the two Abrakeshoes on the fixed part retards its movement, and thus stops the car. The force with which the brake is applied.will of course depend upon the pressure admitted to the receptacle. When a sufficient amount of air is admitted to the receptacles A8, the arm O2 is moved back to the contact O'. The solenoid B2will then be cut out and the solenoid Bl connected in circuit. The vvalve will then be moved back by the spring S, so as to disconnect the brake from the source ot' air-supply, but not far enough to permit exhaust, thus holding the air in the receptacles. When it is desired to throw ott' the brakes, the arm O2 is moved to a position to break the circuit through the controlling-valve. The spring S then moves the valve so as to connect the receptacles A8 with the exhaust, thus allowing the air to be exhausted. rlhe springs A12, interposed between the brake-slice A4 and the support A5, now act to move the parts back to the position shown in inll lines in Fig. 3, thus freeing the lnake-slioes from the fixed part on the axle. When several cars are connected, the circuits on each car will be the same as traced with relation to Fig. 1, with the exception that all the circuits pass ICO IIO

through the movable armon the car from which the several brakes are'controlled. If, for example, all the brakes are operated by the movable arm on the front of the car, (shown at the right in Fig. 4,) the several circuits will pass through this arm, and when the arm is moved to contact O the circuit through the car on the left will be traced the same as the circuit hereinbefore traced with relation to Fig. 1 until we come to conductor N9. The circuit instead of then passing through the arm O9 on this car will pass along the conductor N9 until it reaches the arm O9 on the front car. The circuit will then pass to conductor N3 and thence to the ground. It will thus be seen that the brakes on all the cars may be controlled from either end of either of the cars and that the valves will be operated simultaneously, so as to produce a simultaneous action ofthe brakes.

Any suitable pump may be used to fill the tank C with air. I have shown one form of pump in Fig. b'. This pump is electrically operated, and I have omitted the circuits from the other figures, so as to avoid confusion. If the parts are in the position shown in Fig. 6 and the circuit is completed, it will Abe traced as follows: from the trolley along conductor G to solenoid E, thence by conductor G4 to contact G9, thence through the end of the movable part H to contact G5, thence through conductors G9 and Gs and motors G9 to the ground. When the solenoid E is energized, it acts upon the plunger E9 so as to move it in the direction of the arrow. This movement of the plunger forces air from the solenoid E and draws air into the solenoid F. When the plunger is moved so that the contact-arm H19- completes the circuit between contacts H8 and H4, a circuit is completed through the coil H of the solenoid associated with the movable part H, the circuit being traced as follows: from the trolley to conductor G, thence ,by conductor H7 through contacts H8 and H4, conductor H9, coil H', conductors G7 and G8, and motors G9 to the ground. When the coil H' is energized, the movable part H is moved so as to connect the contacts GG and G'. The circuit through the solenoid E is then broken and a circuit through solenoid F completed, which will be traced as follows: from the trolley through conductor G to solenoid F, thence through conductor G9, contacts G' and G9, conductors G7 and G8, and motors G9 to the ground. The plunger E9 is then moved in the opposite direction, so as to force air from the solenoid F to the tank C and draw air into the solenoid E. When the plunger is moved far enough to complete the circuit between contacts H6 and H9, a circuit through the coil H9 of the solenoid associated with the movable part H is completed and said movable part is moved to break the circuit between contacts G and G6 and complete the circuit between contacts G9 and G5. The operation before described is then repeated. It will thus be seen that the plunger is reciprocated back and forth, so as to force air from the solenoids into the tank C. The regulating orcut-out device for the pump is also shown in Fig. 6 and operates as follows: When the pressure in the tank reaches a predetermined amount, the action of the air on the diaphragm I6 moves the part I, so that the contact-arm I completes the circuit between the contacts I9 and I3. A circuit is then completed through the solenoid J 5,Which is traced as follows: from the trolley through said solenoid to contacts I9 and 19, thence through conductors G7 and G9 and the motors to the ground.' The solenoid then becomes energized and moves the plunger J4 forward, so that the circuit is completed between contacts. K and K. The dog J is then forced outwardly by-the spring J9 and engages the face JG on the plunger J4, holding said plunger in this position. A short circuit is thenI formed around the pump, which is traced as follows: from the trolley through conductor K9, contacts K K', conductors G7 and-G8 to the motors, and thence to the ground. The pump will thus be stopped and no further air forced into the tank while the parts are in this position. As the pressure in the tankdecreases the spring I5 moves the part I upward, so as to disconnect the contacts I9 and I3 and break the circuit through the solenoid J5. As the pressure in the tank continues to decrease the part I continues to move upward through the agency of the spring I5 until the engaging piece I9 strikes the dog J and disengages it from the face J6 of the plunger. The spring IOC J8 then moves the plunger to the positionM shown in full lines and breaks the circuit between contacts K and K. The pump is then again started and continues to operate until the proper pressure is obtained in the tank. If for any reason the current on the main line ceases, the switch M is brought into play to connect the source of electric supply on the car N5 in circuit, so as to operate the controlling-valve. .When the currentin the main circuit ceases, the solenoid M(i becomes deenergized and the spring M7 moves the contact-arm M' upward, so as to connect the contacts M9. If now the contact-arm O9 is moved to the contact O, the circuit will be traced as follows: from the battery N5 to conductor L', thence through the controlling-valve B, conductors L and NS to contact O, thence through contact-arm O9, conductors N3 and N9, contacts M8, and conductor N4 back to the battery.

I claim- 1. A brake mechanism, comprising a fixed part on the car-axle, a movable brake-shoe opposed thereto, a support for said brakeshoe,a iiuidreceptacle interposed between the support and the brake-shoe, said fixed part, brake-shoe and duid-receptacle arranged in planes substantially parallel to each other and at right angles to the axle, and means for IOE 2. A brake mechanism, comprising an annular part fixed to the axle of the vehicle so as to rotate therewith, a brake-shoe partly or wholly surrounding the axle and opposed to said annular part, a support to which said brake-shoe is movably attached, a fluid-receptacle between said support and said shoe, said fixed part, brake-shoe and fluid-receptacle arranged in planes substantially parallel to each other and at right angles to the axle, a source of huid-supply adapted to be connected with said receptacle, and an electrically-controlled Valve between the source of fluid-supply and said receptacle.

3. A brake mechanism, comprising a fixed part on the axle of each car, a brake-shoe partly or wholly surrounding the axle and opposed to said fixed part, a support to which said brake-shoe is movably attached, a receptacle between each support and its associated brake-shoe, said fixed part, brake-shoe and fluid-receptacle arranged in planes substantially parallel to each other and at right angles to the axle, a source 'of fluid-supply adapted to be connected with each of said receptacles, an electrically-controlled valve for admitting fluid into said receptacles, a controlling device located on one of said cars, and suitable electrical connections whereby the admission into all of said receptacles may be simultaneously controlled from one of said cars.

4. A brake mechanism, comprising a xed part on the axle of each car, a brake-shoe partly or wholl y surrounding the axle and opposed to said fixed part, a support to which said brake-shoe is movably attached, a receptacle between each support and its associated brake-shoe, said fixed part, brake-shoe and duid-receptacle arranged in planes substantially parallel to each other and at right angles to the axle, a source of fluid-supply adapted to be connected with each of said receptacles, an electrically-controlled valve for admitting fiuid into said receptacles, a controlling device located on each car, and suitable electrical connections whereby the admission into all of said receptacles may be simultaneously controlled from each car.

5. A braking device for vehicles, comprising a fixed part on the vehicle-axle, a laterally-movable brake-shoe opposed thereto, a support to which said brake-shoe is movably connected, a duid-receptacle between said support and brake-shoe,said fixed part, brakeshoe and fluid-receptacle arranged in planes substantially parallel to each other and at right angles to the axle, a fluid-tank on the vehicle provided with connections leading to said receptacle, an electrically controlled valve interposed between the tank and the receptacle, a switch and suitable electrical connections on the vehicle adapted to control said valve, and an electrically-operated pump lfor forcing fluid into said tank.

6. A braking device for vehicles, comprising a fixed part on the vehicle-axle, a laterally-movable brake-shoe opposed thereto, a support to which said brake-shoe is movably connected, a fiuid -receptacle between said support and brake-shoe,said fixed part, brakeshoe and fluid-receptacle arranged in planes substantially parallel to each other and at right angles to the axle, a fluid-tank on the vehicle provided with connections leading to said receptacle, an electrically controlled valve interposed between the tank and the receptacle, a switch and suitable electrical connections on the vehicle adapted to control said valve` an electrically-operated pump for forcing fluid int-o said tank, and an automatic cut-ont for said pump.

7. A brake for vehicles, comprising a fixed part on the vehicle-axle, a brake-shoe partly or wholly surrounding the axle and opposed thereto, a support upon which said brakeshoeis movably7 mounted, a flexible fluid-receptacle interposed between the brake-shoe and the support, said fixed part, brake-shoe and fluid-receptacle arranged in planes substantially parallel to each other and at right angles to the axle, and means for admitting fluid into said fluid-receptacle so as to vary its shape and force the brake-shoe against the fixed part.

S. A brake for vehicles, comprising a fixed part on the vel1icle-axle,a brake-shoe opposed thereto, a support upon which said brake-shoe is movably mounted', a flexible duid-receptacle interposed between the brake-shoe and the support, said fixed part, brake-shoe and fluidreceptacle arranged in planes substantially parallel to each other and at right angles to the axle, means for admitting fluid into said Huid-receptacle so as to vary its shape and force the brake-shoe against the fixed part, and a heat-insulating part interposed between the flexible receptacle and the brake-shoe.

9. A brake for vehicles, comprising a fixed part on the vehicle-axle, a brake-shoe attached to so me part of the car so as to be fixed against rotation and opposed thereto, a support upon which said brake-shoe is movably mounted, a fluid-receptacle interposed between said support and said brake-shoe, means for admitting `duid thereto so as to force the brake-shoe against said fixed part, a second brake-shoe opposed to said fixed part and connected with a suitable support, and a connection between the two supports, whereby the admission of fiuid into said receptacle moves both brakeshoes into contact with the fixed part.

l0. A brake for vehicles, comprisinga fixed part on the vehicle-axle, two brake-shoes attached to some part of the car so as to be fixed against rotation and opposed to said fixed part and mounted upon suitable supports, a fluid-receptacle associated with one of said brake shoes and its support and adapted, when connected with a source ot' duid-supply, to move the two relatively, a connection between the two brake-shoes whereby the move- 4ment of one produces a movement of' the other,

so as to bring both brake-shoes into contact IIO with the fixed part, and a separating` device adapted to separate the brake-shoes when the fluid is exhausted from said receptacle.

ll. A braking mechanism, comprising a Huid-controlled brake-shoe opposed to a fixed part on the axle, a fluid-supply and suitable connections' leading to the brake shoe, an electrically-controlled valve interposed between the fluid-supply and the brake-shoe and adapted to. loe connected in circuit with the source of electric supply, a controlling dev-ice for said valve located on the car, a reserve source of electric supply and an automatic switch adapted to connect said reserve source of electric supply in circuit with said valve when the main circuit is broken.

l2. A braking mechanism, comprising a huid-controlled brake-shoe partly or wholly surrounding the axle and opposed to a fixed part on the axle, said brake-sho'e'and fixed part arranged in extended parallel planes in close proximity to each other and 'substantially perpendicular to the axle,a fluid-su pply,

suitableconnections leading` from the fluidsupply to the brake-shoe, and an electricallycontrolled valve interposed between said fluid-supply and brake-shoe and Vadapted to control the connections between them.

13. A brake mechanism, comprising a fixed part on the car-axle, a brake-shoe partly or wholly surrounding said axle and cut away at the center, a support for said brake-shoe, a flexible receptacle interposed between the support and the brake-shoe and adapted to be Varied in position so as to move the brakeshoe laterally and uniformly, and means for admitting fluid to said receptacle so as to Varyits shape, said fixed part, brake-shoe and fluid-receptacle arranged in planes substantially parallel to each other and at right augles to the axle, substantially as described.

ADOLPH Gr. CARLSON.

Vitnesses:

DONALD M. CARTER, Hoi/LER L. KRAFT. 

